Fluid-pressure system for electric cars



H. 5. SWEET FLUID PRESSURE SYSTEM FCR ELECTRIC CARS June 10 1924. 1,497,613

Filed Jan. 13 1922 2 Sheets-Sheet 1 IN ENTQR E T g .wwmfl h ATTORNEY June 10 19.24.

' H. 5. SWEET FLUID PRESSURE sx'smm FOR ELECTRIC ems 'Fiied Jan. 13, 19,22

2 shoetvshgez 2 B on 3 g m M m T k NEW. A A? H w m BM h 9 3 Q fin n 1 k l a IV/1.. aw Q R m 8% a R Wm *3 mm Mm Patented June 10, 1924.

HARRISON s. swisn'r, OF U'IICA, NEW YORK.

FLUID-PRESSURE SYSTEM .FOR ELECTRIC CARS;

Application filed January 13, 1922.

T0 aZZ whom it may concern:

Be it known that I, HAimisoN S. SWEET, a citizen of the United States, residing at Utica, in the county of Oneida and State of New York, have invented certain new and useful Improvements in FluidPressure Sys tems for Electric Cara-of which the following is a specification, reference being had therein to the accompanying drawing.

My invention relates to a fluid pressure system for electric cars and 'I deolare'the following to boa full,clear, concise and-e2;- act description thereof sufficient to enable anyone skilled in the art to which it appertains to inake and use the same, reference being had to the accompanying drawings in which like reference characters refer to like parts throughout the specification.

The object of the invention ,is to provide an electric car with an air or other fluid pressure system adapted not only for a di rect and an emergency application of the brakes of the car but also to operate "the doors, electric circuit knock-oil levers and the sander at their respective time intervals. Furthermore, it is intended for the sake of convenience to operate the system from a handle lever disposed on the electric power feed controller handle. I

The mechanism isso'arranged that the doors cannotbe opened unless the brakes are applied and cannot be closed again until the brakes are released. Moreover, the doors are operated in such manner that upon an emergency application of the brakes, the doors will not open, but become balanced after a predetermined time interval, which would ordinarily be equal to the tiineittakes-to stop the car, whereby said doors may be pushed open manually.

The invention is-intended-also to provide improved means, whereby the changing of ends to operate the car can-be done with safety. This feature is made so certain in its performance that the mechanism is fool proof.

T he object will be understood by referring to the drawings, in which:

Fig. 1 is a diagrammatic viewof the system; V

Fig. 2 is an enlarged detail view, showing a central vertical section of an emergency valve casing and contents that is employed;

casing employed;

Serial No. 528,894.

Fig. 3 is an enlarged detail view, showing a central vertical section of a pilot valve and Fig. 4t is an enlarged detail view, showing a centralvertical section of a rotary valve and immediate parts employed;

Fig. 5 is an enlarged detail View, showing a central vertical section of electric switch knock off engine employed;

Fig. 6 is an enlarged detail View, showing a central vertical section of reducing coupling employed, parts being also in full lines;

Fig. 7 is an enlarged detail view, showing a central vertical section of a one way valve employed, parts being also in elevation;

Fig. 8 is an enlarged detail view, showing a vertical section of a rotary valve employed,

parts being also in elevation;

l lg. 9 is an enlarged detail view,showing a vertical section of-the valve illustrated in Fig. 8, said section being taken on a difbeing also in elevation;

-Fig. 12 is an enlarged detail view, show ing a central vertical section of a door op erating engine employed, parts being also in elevation Fig. 13 is an enlarged detail view, showing a perspective of a plunger employed;

Fig. 1d is an enlarged detail view, show ing a valve employed;

Referring more particularly to the drawings, certain parts are duplicated, whereby the car can be operated from either end thereof. For this purpose a brake valve 1.

1 is locatedrespectively at either end of the car, not here shown. Each of said brake valves 1, 1 is mounted in a rotary manner in a valve casing 33, 3 and is adapted to be turned by avalve stem 41;. The upper end of stem l is angled. A removable handle 5, having an angled recess 6 is adapted to en gage and turn said stem t, whereby to actuate the valve 1 through'its severalpositions.

Handle 5 has form'e thereon a depending member carrying a'tooth 7 adapted to project into an annular recess 8 formed by the shoulder of valve casing 3, whereby to prevent the removal of said handle except when tooth 7 comes opposite notch 9. In this position of the closed.

Each of the valves 1, 1 is equipped with a port 16 adapted toconnect ports 10 and 11 or 11 and 15 which ports open into pipes 10, 11 and 15, respectively. In order to permit port 16 of valve 1 to thus connect ports 10 and 11 or 11 and 15 said ports 10 11 and 15? are arranged at the corners of an imaginary triangle. Valves 1 and 1 are the ordinary type of motorinans brake valve used with a straight air equipment, and will be understood.

Valve casings 3 and 3 are connected by air or other fluid conducting pipes 10 and 11. Pipe 10 is connected to the main air pressure reservoir 13 adapted to be filled by an air compressor, not here shown, in the usual and well known manner. Moreover, valve casings 3 and 3 have connected there to, in each instance,an exhaust pipe 15-, 15 respectively, adapted to give vent to the atmosphere. Pipe 10 is connected also to pipe 20 that has interposed a valve casing 21 housing a valve 22 adapted to act as a one way check valve between emergency reservoir 23 and main reservoir 13, whereby to act as an equalizer .therebetween to prevent the compressed air from flowing therepast, if for any reason the pressure in main reservoir 1.3 and connected pipes should fall belowa predetermined pressure suflicient for properly operating the entire system.

Valve casing 21 contains'piston valve 22 held on seat 27 by a, coiled 'spring28. Pipe 20 from main reservoir 13 leads into cavity 30 between one way ball check valves 31 and 32, so that fluid under pressure is allowed 7 to flow by ball valve 32 to cavity 33 to the extension 2030f pipe 20 to cross pipe 35 to emergency reservoir 23. The compressed air Wlll flow also through port 36 of valve casing 21. When said pressure has reached a predetermined degree, piston valve 22 will be forced from seat 27 against the tension of spring 28 to seat 10, whereby the compressed air wi-ll be able to. flow through port 11. and up by ball valve 31 to chamber 30. Therefore, when piston 22 is held on seat 410 compressed air can freely flow through valve 22 from main reservoir 13, pipe 13, connecting reservoir 13 with pipe 10, pipe 20, pipe 35 to emergency reservoir 23 or in the opposite direction, whereby to equalize the pres- I sure between the emergency reservoir 23 and main reservoir 13;

In the event that the pressure between said reservoirs is reduced below the predevalve 1, all ports are terinined pressure at which spring 23 is adjusted, piston 22 will be forced, thereby, to its seat 27, and, therefore, close port 41 against the escape of any further air pres sure to main reservoir 13, so that any further reduction of pressure in main reservoir 13 will not reduce also the pressure in emergency reservoir 23. This will assure, at all times, suflicient con'ipresscd air in emergency reservoir 23 in case of accident or other unforeseen contingency happening to main reservoir 13.

Pipe 35 is connected also to the casing 56 of emergency piston valve 51. Piston stem 52 has ports and 54. Valve casing 56 is connected by pipe 55 to the engines 56, 56 for operating the doors. Pipe 55 also supplies compressed air to the sanding tank 57. Pipe 58 supplies compressed air to the cylinders 59, 59 adapted for operating the electric circuit knock off switch arms 60, 60. Pipe 61 connects with pipe 11, whereby to effect a straight air action of the brakes. Pipe 62 leads to brake cylinder 63.

WV hen piston stem 52 is in upper position, port 54 will connect pipes 61 and 62, whereby to permit a straight air application of the brakes, if desired; pipe 58 leading to the electric circuit knock oli' cylnulcrs 59, .59 Wlll be closed; and pipe 55 that connects with the door operating engines 56, 56 will open into chamber 65 formed in the upper part of emergency casing 50 which is kept under compressed air by emergency reservoir 23, whereby to effect an operation of said doors, not shown, and to charge the sanding reservoir 57.

When piston stem 52 is in lower position, port 53 will connect pipes and 58, whereby the compressed air in reservoir 57 will operate the electric circuit knock-o1s 59 and 59, and balance the doors, not shown, and discharge through pipe 58, valve casing 163, check 7 F to sand the tracks, not shown. Pipe 61 will be closed and pipe 62 will be connected to chamber 65, whereby to eli'cct an emergency application of the brakes.

Casing 50 of emergency valve 51 has also a conduit 67 leading to a conduit 66. which opens into pipe 35. Conduit 67 has disposed therein a demountable reducing bushing 70 provided with a small aperture 71 therein adapted for the passage of compressed air in such quantities as will conform to the rcquirements of the system. The bushing is made demountable, however, in order that the size of aperture 71 may be varied to suit the result desired. Port 72 opens conduit 67 into chamber 73 in which emergency valve 51 operates. Valve 51 will be above port 72 when in upper position and below port 72 when resting on seat 74 made of sonic fibrous material. A coiled spring 75 is adapted to hold piston valve 51. in upper position under llU normal conditions. Chamber 73 is connected by pipe 76 to the switching valve casing 80.

Within casing 80 is situated the piston valve 81, which is held against seat82, made of some fibrous material, by a coiled spring 83. Valve 81 may be raised off of seat82 and against the tension of spring 83 upon seat 84 by compressed air of predetermined degree entering by way of pipe 85. Chamber 86 in which said piston valve 81 reciprocates is connected to chamber 87 by a" 113.1? row passageway 88. Chamber 87 has an outlet by way of pipe 89 to atmosphere. A conduit 90 is formed in the wall of casing 80, aided by bushing 91, and is adapted to form a passageway, from the lower part of chamber 86 to the upper part thereof,whereby either said upper or lower ends may be connected at all times with pipe 7 6that runs to emergency valve casing 50. A small conduit 92 formed in casing80 is adapted to form a vent, whereby any small leakage that may occur in pipe 85 will exhaust to atmosphere through conduit 90, chamber 86, passageway 88, chamber 87 and pipe 89.

Switching valve casing 80 is joined to pilot valve casings and 100 by way. of pipe 85, pipe 101, pipes 102 and 102 shut off valve casings 103, 103 and pipes 104, 104, respectively.

Each of valve casings 103, 103 has therewithin a rotary valve 105 that can be turned through an angle of 180 degrees by ahandle 106, 106 respectively. When handle 106 is in upward position, as shown at the right in Fig. 1, the port 107 of rotary valve 105 will connect pipes 102, 104 and pipe 110,whereby to allow for an emergency application of the brakes, if desired.

When handle 106 is turned to downward position, as shown at the left in Fig. 1, pipe 110 is closed first and pipes 104 and 102 vented to atmosphere through aperture 111 formed in the casing 103. As the valve 105 continues to turn from open to close position, it will close pipe 110, then pipe 104, then pipe 102 in the named order. hen in extreme closed position, pipe 104 will vent to atmosphere, through'port 112 formed in valve 105, whereby to prevent the opening of the door on the nonoperating end of the car, in the event that there should be a leak age through valve 105 and check valve 162.

Each of valves 105, 105, is equipped also with a separate port 115 adapted'to connect pipes 116 and 117 in the one instance and pipes 1.16 and 117 in the other, when the handles 106 and 106 are in upward position, whereby to allow compressed air to actuate the sanders, not shown, that are connected to pipes 117 and 117 respectively. lVhen the handle 106 or 106 is in downward position, said pipes are closed to prevent theactuation of the sanders.

tric power controller shafts 124.

Each of pilot valve casings 100 and 100 embodies a pilot handle 120, 120 fastened to of plunger rests upon the free end of lever 126 that is fulcrumed at 127 upon a pivot having bearings in casing 100. The

free end of lever 126 is heldup normally by a coiled spring 130.

A plunger 131 rests upon the upper surface of lever 126. Said plunger is housed in an orifice formed in the cup shaped member 132. Plunger 131 supports a ball valve 135 adapted to seal passageway 136 when held in upper position against seat 137 and having a loose fit in channel 138 therein and is adapted to vent passageway 136 when in lower'position by way of ball 135 and conduit formed through plunger 131. Y

A piston valve 140 rests on the top of ball valve 135, which controls the passageway of the compressed air through passageway 141 connecting chambers 142 and 143. Cll211i1 ber 142 is connected to pipe 158'and chamber 143 is connected through the aperture in demountable reducing bushing 149 to pipe 104. Piston valve 140 is forced downward normally by a coiled spring 150 housed in cap 151. Therefore, by pressing down on handle 120, passageway 14.1 will be closed by piston valve 140, whereby to stop the passage of compressed air from pipe 104 to pipe 158 and, thereby, prevent an emergency application of the brakes.

Valve casings 160, 161 and 162, en'ibodying in each instance ball check valves 163, are disposed in pipes 158, 110 and 101'at one end of the car, whereby to cause the compressed air to pass in one direction along said pipes. Likewise, valve casings 160, and 161, embodying ball valves 163 are disposed at the other end of said car for a like purpose.

A reducing coupling 165 and 166, as shown in Fig. 6, is disposed in pipes 116 and 116 re spectively, whereby to check the How of compressed air to the sanders, not shown, which require little pressure for operation and to conserve said air for the other parts of the system.

Each of the engines for operating the doors, not shown, embodies a rotary valve Cylinder 177 is connected to pipe 180 that is; in turnconnected to pipe 158, whereby Compressed air, when admitted through valve 140 will force piston 176 against the tension of spring 179 away from seat 181 to seat 182 and, thereby, rock valve 170, so as to close conduit 172 and open conduit 171, thereby permitting compressed air to enter through pipe 188 to actuate piston rack 190 away from seat 191 and towards seat 192 in order to open the door of the ear.

Piston rack 19 0 is equipped with teeth 195 adapted to mesh with the corresponding teeth of sector gear 196. An arm 19? is attached to rock with gear 196 and is connected to other levers, not here shown, in such manner as to operatethe door and step of the'car, as iully described in a former application of mine filed in the Patent Ofl'ice, Dec. 22, 1921, and numbered serially- 524,229. "Whengthe compressed air is e):- hausted froni'pipe 180, spring 179 will force piston 176 against seat 181 and thereby taining a piston 201 having formed integral therewith a piston rod 202 with a ball 203 attached to its free end. Said ball is adapted tomake contact, in each instance,

with the respective knock otl" lever 60 or 60.

The system is arranged in such manner that it can be operated from eitheren'd of the car. Assuming, therefore, that it is de sired to operate the car from end 1, the operator will first turn down handle 106 whereby to exhaust the compressed air from pipe 10 1 and .102 which is employed to operate the emergency valve 51, and vents pipe 102ipermanently to atn'iosphere. Simultaneously therewith, pipes 116 and 117 are disconnected, whereby to prevent the "operation of the'sander at this location of the car. The operator now moves to the other end of the car and turns. up handle 106, he also moves, circuitbreaker handle 60 to on position, as shown in Fig. 1 and puts brake valve handle 5 on the upper end of brake valve stem 1 and, then, starts the "air pump of well known construction,

not here shown, whereby to feed compressed air into the main reservoir 13. From main reservoir 13 the compressed air Wlll flow to pipe '10, pipe 20 through valve casing 'ber'87 to pipe to atmosphere, piston valve 81 being in'this case held down upon seat 82 by coiled spring 88 to prevent the passage of compressed air to the lower part of: chamber 86 by way of the lower outlet of conduit 90.

Compressed air will flow also through conduit 66 formed in the casing 50 of the emergency valve to chamber 65 and, when it becomes suliiciently great there, the pres sure will force piston 51 downward, inas much, as chamber 73 below the piston 51 is vented to atmosphere. Vith piston 51 in lower position, pipe 62 is connected to chamber 65, whereby the compressed air will flow through pipe 62 to brake cylinder 63 and apply the brakes. lfiurthermore, with piston 51 in lower position, the open end oi? conduit 67 is above piston 51, and the leak to atmosphere is stopped now.

The brakes can be released again, however, by turning the brake valve handle 5 to application position to connect pipes 10 and 11, whereby topermit the compressed air to pass from main reservoir 1?, to pipe 10, to pipe 11, one way pipe 1.10 valve 161, pipe through valve casing 103, pipe 102. pipe 101, pipe 85, to the under side of piston valve 81 in switching valve casing 80. Immediately the air reaches a predetermined pressure, it will force piston valve 81 upward against the tension of spring 83 from seat 82 to seat 84:, whereby the compressed air is able to flow through conduit 90 to pipe 76 to chamber 73 of emergency valve casing 50 and thereby, with the aid of spring 73 force piston valve 51 to upward position. This movement of piston valve 51 will connect pipes 62 and 61 through port 51- 'lormed in stem 52, whereby to make a straight air exhaust through said pipes 62, 61, and pipes 11 and 15, when the brake valve handle 5 is turned again to connect ports 11 and 15 respectively.

As pipe 58 will be pocketed in this up position of stem 52, the engines 50 and 59 will not be actuated. Pipe 55, however, will be connected to chamber 65 of en'iergency valve casing 50, whereby compressed air will flow from pipe to pipe 188 to sanding tank 57 and to door engines 56 and 56".

Door engine 56 will close the door, not shown, at that end of the car, if not already closed, as there is no compressed air in pipe as above explained. Moreover, door engine 56 will open door, not shown at loo end 1 of the car, "because of the compressed air in .pipe 180 feeding by way of valve 105 to pipe 104: through chamber 143 valve, 140 and chambe111't2 of pilot valve casing 100 to pipe 158 to pipe 180, to cylinder 177 to operate iston 176, whereby .toactnate rotary valve 110 to door opening position.

The operator will .now press down on handle 120, whereby to close valve140 and will move handle 5 to release position, thereby venting pipe 11 through 15 toatmosphere and closing air pressurepipe" 10. This will allow the compressed air in brake cylinder 63 to exhaust to atmosphere, thus releasing thebrakes. It will exhaust also thevair in pipe 180 by way of channels 132 located 05 center in plunger 131, channel 138 and chamber 132 formed in the lower part of the casing 100, which chamber vents to atmosphere, whereby spring 179 will force piston 176 upon seat 181 and, thereby, rotate valve 170 todoor closinglposition.

While valve 140 remains closed, compressed air will be fed through conduits 71 and 67 in emergency valvelcasing to chamber 73, whereby to hold piston 51in upward position. .The car can be operated now byturninghandle 12 0, which turns the electric power controller shaft 124. Brakes may be applied-or released directly by manipulating brake valve handle 5, provided said pilot.valveIha-ndle 120 is held down.

The operator will stop. the car normally by making a direct applicationof the compressed air to workthe brakes. lThis-.can

be :done'. by turning brake valvewhandle 5,

whereby to connect the compressed ,air supply pipe 10 with pipe 11, assuming that handle 120 is held down. When the car is brought to-a stop, the operator will leave handle 5 in application position. If the air pressure in pipe 10 is above the, predetermined. pressure and handle-120 is allowed to rise, the. pressure in; pipe 11 will prevent the con'xpressed air from. flowing out of pipe 104, and thereby check the exhaust ot' ,chamber 73 of emergency valve GaSing SO, where by to prevent piston 51 from descending to make an emergency application of the brakes.

l ruithermore, the compressed air in. pipe 180 will .open the door at number one end of the ear. .By pressing down on handle 120, valve 135 will .be opened, wherebyto allow the compressed air in pipe 180rto exhaust and hence. close said'door at end one.

in the event that the, operator should re lease handle 120, when operating the car,the compressed: airin pipe .104: will, exhaust to atmosphere through pipes 11. and 15., valve 1 being, in this instance, in; release position. This will allow the compressed air in cham ber 73 of emergency valve casing; 50' to exhaust by way of pipe 76, through the switch brakes.

ing valve casingSO and finally out by way of pipe '15.. ,The exhaustion ofchamber73 will permit valve 51 ,in said emergency valve casing 50 to,,.descend to lower position to effect an emergency application .of the Should any turtheiwreduction of pressure occur in the emergency pipe 101, piston valve 81 intswitching valve casing 80 will be forced down upon seat .8 2-.by spring 83, which action of piston valve 81 will provide a; more direct vent,-to atmosphere bywayof pipe'89.

'When piston stem 52 is down,.-as in ca e of an emergency application of, the brakes,

, pipe55 will be connected to port 53formed in said stem 52, whereby to allow the compressed air in sanding tank -57 to flow through pipe 183, to pipe 55, through .port 53 of stem 52, to pipei58, to pipe 58 to electric circuit breaker knockofi engines 59," 59?, whereby to move handles 60 and 60 if both or either are turned to on position, to off position, thus cutting off the electric power.

Compressed air will flow also through reducing coupling 165 to pipe 116, valve casing 103, pipe 117, check valve casing"? to sander, not shown, thussanding the rails, not shown. Immediately the compressed air in tank 57 has become exhausted, which-will take but a short interval of time, there will be no pressure in pipe183 leading to door engines..56 and 56, so that both doorswill become balanced and can, thereafter, be opened manually.

If after making a servicestop and releasing handle 120, thus opening door by door en ine 56 should the [operator attem )t to. release the brakes by turning handle 5 to release position, betore pressing down on pilot handle 120, there will be an emer- V gency application of the brakes asexplained above.

Assuming that the car being operated from end 1, and that handle 120 is indown position and handle 5 turned to release position, emergency piston 51 in upward position, piston 81 in valve switching casing 80, is against upper seat 8 1, if for any reason the pressure in the main reservoir 13 should fallbelow some predetermined pressure,

valvej22 willclose and prevent the compressed 211 from flowing from tank .23 to ,tank13 and, when, the pressure in pipe '85 becomes, thereby,/reduced-by thecompressed air flowing 1n the reverse direct-lonw through check valve'162 to pipe 10, to a degree below the predetermined pressure at which valve spring 83 is adjusted, piston 81 will be forced by spring 83 to its lower seat 82, thereby allowing the compressed air in cha1nber'73 of the emergency valve casing 50 to exhaust to atmosphere and cause an en'lergency application of thefbrakes.

.The brakes cannot be released, thereafter, until the pressure in main reservolr 13has again been increased to that required to move piston 81 to its upper seat 8 1, or unless the air is exhausted from the system.

Should this fall in pressure happen after a straight air application of the'brakes has been made with handle 120 in either up or down position, valve 81' will descend as explained above, and effect an emergency application of the brakes.

It handles 106 and 106 are not in the correctpositions as shown in Fig. 1, whereby to operate the car from'eud one, it will be impossible for the operator to release the brakes, for the reason that if the operator neglects to turn handle 106 on nonoperative end of the car to down position, emergency a pipe 101 will be connected with straight air pipe 11, through the pilot valve 140 which will keep piston valve 51 of the emergency casing in down. or applied position so long as there is no air pressure in straight air'pipe 1 1 or, if,on the other hand, there is air pressure in. straight air pipe 11 the brakes are necessarily applied, as pipe 11 connects through emergency valve casing 50 to brake cylinder 63. Therefore, it is ob vious, that the brakes are applied either through straight air application or through an emergency application, if handle 106 is in up position on nonoperative end 2 of the car. f

Furthermore, if valve handle. 106 is turned down, which willbe correct position thereof on nonoperative end 2 of the car, the brakes willbe applied due to exhaustion ofemergency pipe 101 to atmosphere and if valve handle 106 is in down or incorrect position at operative end' of the car, it will be impossible. for the operator to release the brakes, as he cannot recharge emergency V brakes, whereby to allow said car to be operated from either end.

2. Ina fluid pressure system for'electric cars having a power controller handle, means governed by said power controller handle for making an emergency application of the brakes, and means connected with said first named means,.whereby to allow said car. to be operated from either end thereof.

3. In a ,fluid pressure system for electric cars having a power .controller handle.

meansloca'ted at each end of the car for making adirection application of the brakes, means governed by said power con troller handle, whereby to make an emergency application of the brakes, and other means connected with the above means, whereby to allow said car to be operated from either end thereof.

4-. In a fluid pressure system for electric cars having a power controller handle, means located at both ends of the car for operating the brakes, a valve governed by said power controller handle, whereby to make an emergency application of the brakes, doors and sander, and other means connected with said first named means, whereby to permit said first named means to be operated from either end of said car.

5. In a fluid pressure system for electric cars having a power controller handle, valves located at each end of the car for operating the brakes, a valve located adjacent said power controller handle, whereby to make an emergency application of the brakes, doors and sander and knock-oil's, and other valves for rendering either of said first named valves ineffective, whereby said car can be operated from either end thereof.

6. In a fluid pressure system for electric cars, valves located at each end of the ear, whereby to make a direct or emergency application of the brakes and to actuate the doors, sander and electric knock-oil's, other valves for making an emergency application of the brakes, and a third valve for maintaining a predetermined pressure in said system, while the car is under motion.

7. In a fluid pressure system for electric cars, means located at each end of the car, whereby to make a direct or emergency application of the brakes and to actuate the doors, sander and electric knock-off switches, and a valve connected with said first named means, whereby to make an emergency application of the brakes, when the pressure in said system falls below a predetermined pressure.

8. In a fluid pressure system for electric cars, valves located at each end of the car, whereby to make a direct or emergency application of the brakes and to actuate the doors, sander and electric knock-off switches, a valve connected with said first named means. whereby to make a direct applica tion of thebrakes. when the pressure in said system falls below a predetermined pressure, and means, connected with said first named means, whereby to allow said system to be operated from either end of the car.

9. In a. fluid pressure system for electric cars having a. power controller handle, valves located at each end of the car. whereby to make a direct application of the brakes, a. valve actuated by said power controller handle, whereby to make an emergency ap plication of the brakes, to actuate the doors,

Ill

Inn

10; Ina fluidpressnre system for electric.

cars having a power controller handle, valves located at-each end-ofth'e car, whereby to make a direct application of the brakes, a valveaictuated by said power con troller handle, whereby to make an emer gency application of the brakes to actuate the doors, sander and electric knockoff switches, means connected with said first named: valves, whereby toefi'ect an emergency application of thebrakes, when the pressure in saidsystem falls below a predetermin e'd pressure, and other valves connected with said firstnamed valves, whereby to allow said system to be operatedfrom either end of the; car,

11. In afluid pressure system for electric cars, means for applying the brakes when manual pressure is removed from the same, means operated upon leaving one end of the car for cutting out on the same end, said means for applying the brakes, and means which assure the brakes are applied when the means which apply the brakes are cut out.

12; Inafluid pressure system for electric cars, automatic means for applying the brakes, means operated upon leaving one end of the car for cutting outon the same end said automatic-means, means which assure the brakes are appliedwhen themeans which apply the brakes are cut out, and means to'permitthe releaseof the brakes from the opposite end.

13; In a fluid pressure system for electric cars, an emergency valve device connected to an emergency pipe and adapted to be operated upon a reduction of fluid pressure in said emergency pipe, whereby to effect an application of the brakes, a manually operated device for venting fluid from above emergency pipe, a second valve device in the emergency pipe for making inettective the manually operated device, and means for insuring the ventin'g of the emergency pipe when the manually operated device is cut out.-

14:. In a fluid pressure system for electric cars, an emergency valve casing connected to an emergency pipe an emergency valve within said casing and'adapted'to be operated upon a reduction of fluid pressure in said emergency pipe, whereby to effect an applicatlon oi": the brakes, a manually operated device for venting fluid from said emergency pipe,

a valve located in the emergency pipe, whereby to make mefiectlve' sa d manually operated dev1ce=,-'and meansfor insuring the venting of the mergency pipe, when said manually operated device is cut out, a sanding apparatus and means for making the sanding apparatus ineffective on the. nonoperative end of the car.

15. Ina fluid pressure system for electric cars, an emergency valve casing containing a valve and adapted to be connected to an emergency pipe, means for reducing the pressure in said emergency pipe, whereby to operate said valve to set the brakes, a second valve for venting the pressure from said emergency pipe, a'valve located in the emergency pipe for making ineffective said second named valve, and means in said system for permitting the release of the brakes, when there is fluid under pressure in the emergency pipe.

16. In a fluid pressure system for electric cars, an emergency valve casing containing a valve, an emergency pipe connected to said casing, a spring actuated valve for venting the pressure from the emergency pipe, whereby to set the brakes a second. valve for rendering ineltective said spring actuated valve, means for insuring the vent.- ingof the emergency pipe when said spring actuated valve is cut out, means for permitting the release of the brakes from opposite. ends of the car, and'automatic means for venting said emergency pipe, when the fluid: pressure falls below a given degree, whereby to set the brakes.

17. In a fluid pressure system for electric cars, an emergency valve casing containing a valve, an emergency pipe connected to said casing, means for reducing the pressure in saidzemergeucy pipe, whereby to B'iIBGt an application of thebrakes, a pilot handle located in said system. adapted to vent the pressure from the emergency pipe, and a manually operated valve in said emergency pipe, whereby to vent the pressure from the emergency pipe during the process of closing said manually operated valve.

18. In a fluid pressure system for electric cars, an emergency casin g containing a valve and adapted to be'connected to an. emergency pipe, means for reducing the. pressure in saidv emergency pipe, whereby to actuate said valve for setting the brakes, a pilot valve intermediately connected with said emergency pipe, whereby to vent the pressure from said emergency pipe, a manually operated valve in the emergency pipe adapted to vent the pressure from said emergency pipe during the process of closing of said manually operated alve, a sanding apparatus located at each end of the car, and means for cutting off the sanding apparatus; at the nonoperative end of the car.

19. In a fluid pressure system for electric cars having brakes, an emergency casing containing, avalve, an emergency pipe consaid emergency'pipe, whereby to exhaust the pressure from the 'emergencypipe, a manually operated valve connected with said emergency pipe, whereby to vent the pressure from said emergency pipe during the process of closing of said manually operated valve, and means tor supplying pressure to the emergency pipe II'OHIVOPPOSIJEG end of the car, whereby to permit a release of the brakes.

20. In a fluid pressure system for electric cars havinga power controller handle, an emergency valve casing containing a valve, an emergency pipe connected with said casing, a'pilot valve adapted upon release of the power controller handle to vent the fluid pressure from the emergency pipe, whereby to effect an application of the brakes, a manually operated valve connected to said emergency pipe, whereby to vent the pressure from the emergency pipe during the process of closing of said manually operated valve, and means for operating the car from either end thereof.

21. In a fluid pressure system for electric cars having a power controller handle and brakes, an emergency valve casing containing a valve, an emergency pipe connected to said casing, a pilot handle adapted upon release of the power controller handle to vent the pressure fromthe emergency pipe, a manually operated valve connected to said emergency pipe and adaptedto vent the 'pressure from the emergency pipe during the process of closing of said manually operated valve, means for supplying fluid pressure to the emergency pipe from opposite end'of car, whereby to effect a release of thebrakes, and an automatic valve for venting the emergency pipe which will not close by fluid pressure flowing from emergency valve but will close vent when fluid pressure is supplied to'emergency pipe from a source not between automatic valve and emergency valve; 7 r I 22. In a fluid pressure system for electric carshaving a power controller handle and brakes, an emergency valve, an emergency pipe indirectly connected to said valve, means for reducing the pressure in said emergency pipe, whereby to efl'ect an application of the brakes, sanding rails and cutting off electric power, a pilot valve adapted upon release of the power controller handle to vent fluid pressure from the emergency pipe, a manuallyoperated valve connected to said emergency pipe, whereby to vent the pressure of the emergency pipe during the process of closing of said man-' ually operated valve.

28. In an electric car equipped with fluid pressure brakes, a valve for controlling' the operation of the doors from the power controller handle.

24. In an electric car equipped with power 'controllcr handle and having brakes, a valve "doors of said car from said power controller handle.

26. In a fluid pressure system for electric cars, having a power controller handle and brakes, an emergency valve casing containing a valve, an emergency pipe connected to said casing, a pilot handle adapted upon release of the power controller handle to vent the pressure from the emergency pipe, door operating motors, and fluidvpressure means for operating said motors from power controller handle.

27. In a fluid pressure system for electric cars, having a power controller handle and brakes and doors, an emergency valve casing containing a valve, an emergency pipe connected to said casing, a pilot handle adapted upon release of the power controller handle to vent the pressure from the emergency pipe, a straight pipe, means for controlling fluid pressure in said emergency pipe by the pressure in said straight air pipe, and means for opening said doors when power controller handle is released when there is a predetermined fluid pressure in said straight air pipe.

28. In a fluid pressure system for electric cars, having a power controller handle and brakes, an emergency valve casing contaim ing av valve, an emergency pipe connected to said casing, a pilot handle adapted upon release of the power controller handle to vent the pressure from the emergency pipe,

a straight air pipe, means for controlling the fluid pressure in said emergency pipe by the pressure in said straight air pipe, means for preventing the door operation when the controller handle is released, and means for balancing said doors after a given time interval.

29. In a fluid pressure system for electric cars, an emergency pipe, a valve located in said pipe, and adapted to be operated upon a reduction in pressure in said emergency pipe, whereby to apply the brakes, doors on said car, and means for balancing said doors after a predetermined time interval.

30. In a fluid pressure system. for electric cars, an emergency pipe having a *alve located therein, and adapted to be operated. upon a reduction in pressure in said. emergency pipe. whereby to apply the brakes. an auxiliary reservoir for supplying fluid under pressure for operating doors, and means for balancing said doors when pressure in said ell) auxiliary reservoir has reached a predetermined pressure.

31. In a fluid pressure system for electric cars, having doors, automatic means for balancing said doors after a predetermined time interval.

32. In a fluid pressure system for electric cars having a power cont-roller handle and brakes, an emergency Valve casing containing a valve, an emergency pipe connected to said casing, a pilot valve adapted to vent the pressure from said emergency pipe, whereby to effect an application of the brakes, a straight air pipe, the pressure in said straight air pipe adapted to control the pressure in said emergency pipe, and means for opening said doors when power controller handle is released, and means for closing said doors when manual pressure is removed from said power controller handle.

33. In a fluid pressure system for electric cars, having a power controller handle, brakes, and doors, an emergency valve casing containing a valve, an emergency pipe connected to said casing, means for reducing the pressure in said emergency pipe, whereby to effect an application of the brakes, means operated by said power controller handle, whereby to balance said doors upon an emergency application of the brakes, and means for opening and closing said doors independent of said emergency application,

34. In a fluid pressure system for electric cars, a reservoir adapted to supply a fluid under pressure to said system, whereby to operate the brakes, doors, electric knock ofls and sanders on said car, an auxiliary reservoir for supplying pressure, and means for maintaining a given pressure in said auxiliary reservoir, whereby to make an emergency application of the brakes.

35. In a fluid pressure system for electric cars, a reservoir adapted to supply fluid pressure to said system, brakes, doors, electric knock oils, and sanders adapted to be operated by said fluid pressure, an auxiliary reservoir for supplying pressure, means for maintaining a given pressure in said auxiliary reservoir, whereby to make an emergency application of the brakes, irrespective of the pressure in said first mentioned reservoir, and means for permitting the pressure of said first named reservoir to build up the pressure in said auxiliary reservoir to a like pressure.

36. In a fluid pressure system for electric cars, an emergency pipe, an emergency valve connected with said pipe for effecting an application of the brakes, an emergency reservoir adapted for supplying pressure, a main reservoir connected to said emergency reservoir, a valve for equalizing the pressure in said emergency reservoir with the pressure in the main reservoir, and means for preventing the equalizing of the pressure, when the pressure in the main reservoir falls be low a predetermined pressure.

37. In a fluid pressure system for electric cars, an emergency pipe, an emergency valve device connected with said pipe, an emergency reservoir adapted for supplying pressure, a main reservoir connected to said emergency reservoir, a valve for regulating the pressure in the emergency reservoir with the pressure in the main reservoir, when the pressure in the system'is above a predetermined degree, and a valve whereby to stop this regulation of pressure, when the pressure in said system falls below a predetermined degree.

In testimony whereof I have aflixed my signature.

HARRISON S. SWEET. 

